Draft and buffing gear for cars.



PATENTED MAY 15, 1906. I. O. WRIGHT (i2 J. H. PARLOW.- A

DRAFT AND BUFFING GEAR FOR CARS.

APPLICATION FILED MAR.22,1905.

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No. 820,840. PATENTED MAY 15, 1906. I. 0.. WRIGHT & J. H. FARLOW. DRAFT'AND BUFFING GEAR FOR CABS.

APPLICATION FILED MAR. 22, 1905.

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III 11 ftminn srn rns IRA ORVILLE WRIGHT AND JOHN cFFic.

HANCOCK FARLOW, OF BALTIMORE,

BALTIMORE, MARYLAND.

DRAFT AN BUFFBNG Gems Foe ones.

'Specification of Letters Patent.

Patented May 15, 1906.

Application filed March 22,1905. Serial No. 261.525.

T (0Z6 wltmn it may concern.-

Be it known that we, IRA ORVILLE WRIGHT and JOHN HANCOCK FARLow, citizens of the United States, residing at Baltimore city, State of Maryland, have invented new and useful Improvements in Draft and Buffing Gears for Cars, of which the following is a specification. I

The object of our invention is the improvement of the draft and buffing gear or rigging atented to us on September 22, 1903, No. 739,770, by the introduction of certain modifications in construction and the incorporation of frictional devices for absorbing the strains and shock of severe service, thus in-.

creasing the efficiency and effectiveness of thgAgear to perform the requisite functions.

ont

draft-sills and bearin th these main ends in view our invention consists in certain novelties of construction and the arrangement and combinations of parts hereinafter set forth and claimed.

The accompanying drawings illustrate an example of the physical embodiment of our invention or improvements constructed accordin to the best of several modes we have so far evised for the practical application of the principle.

Figure 1 is a vertical sectional view in elevation, taken on the dotted line in Fig. 2, the draw-bar being in elevation. Fig. 2 is a half top 1plan and half horizontal sectional view e line of the draw-bar, the floor of the car bein removed. Fig. 3 is a lon itudinal sectiona view of one of the chee c-plates'. Fig. 4 is a face view of a cheek-plate. Fig. 5 is a half cross-sectional view on line A B of 1 and a half cross-sectional view on line of the same figure. Figs. 6 and 7 are face and edge views of a draft-link. Fig. 8 is a section on line E F of Fig. 1. Figs. 9 andv 10 are views of the cylinder-head. Figs. 11, 12, and 13 are views of one of the four friction-blocks. Figs. 14, 15, and 16 show the friction-cylinder. Figs. 17, 18, and 19 are views of the friction-piston. Fig's.2(), 21,

and 22 are views of one of the friction-wedges.

Referring. to the several figures, the numeral 1 designates one of the center sills of, the car-frame; 2, the end sill;- 3, the buffer-- 4, the body-bolster; 5, the draft sills block; or timbers; 6, a filler-block bolted to the bolster; 7, bolts whic secure the (ire against the bodfy-' b tim ers.

timbers to the center sills; 8, the carry-iron for the coupler; 9, three elongated slots in the draft-si1 s; 10, the coupler and draw-bar; 11, a horizontal hole or assage in the draw- 1 bar shank; 12,the two c eekplates countersunk in the draft-timbers; 13, slots in the cheek-plates corresponding to the slots in the,

draft-sills; 14, the two draft-links; 15, slots. in the links, the front and middle slots being elongated; 16, the friction-cylinder, having one end open; 17, the solid end of the cylinder, constituting a front follower 18, ahole through the front follower or solid ortion of the friction-cylinder; 19, a pin or ug of the front follower seated in the end of the drawbar; 20, the beveled wall at the inner closed end of the cylinder; 21, the cylinder-head; 22, a circular flange which normall bears against the circular edge of the cylin er end; 23,'the beveled face of the cylinder-head; 24, one of the four friction-blocks, each being c'oncavo-convex in cross-section and having longitudinally-beveled edges, so that when the four blocks are assembled they form a cylindrically-shaped block in cross-sectlon;

25, the beveled edges; 26, the beveled ends of the friction-blocks, each beveled surface at one end bearing against the beveled face 23 of the cylinder-head; 27, one of the four friction-wedges, which when assembled form a body cylindrical in cross-section; 28, the beveled sides of a wedge; 29, the beveled front ends of the wed es which bear against the beveled ends of t e friction-blocks; 30, the beveled rear ends of the wed es, which frictionally engage the beveled wal 20 of the friction-cylinder 31, the beveled surfaces, which when the wedges are assembled form a conical-shaped recess; 32, the frictioniston; 33, the conical end of the piston ictilpnall engaging the surfaces of the conicals a e 34 lihe head of the piston or rear follower, to which the piston is attached; 35, a hole or passage through the head or follower; 36, a spring supported by! the piston and bearing at one en against t e piston-head and at the other end'a ainst the cylinder-head, and 37 designates t e three keys which are passed throu h the holes in the draw-bar, frictionc lin er head, the iston head or follower, t e draft-links, an the slots in the draft- I the friction-cylinder immovable.

The'relative location of the several parts and elements when assembled is clearly shown by Figs. 1 and 2 of the-drawings. The front key is at the middle of the slots in the draft-sills, the middle key at the front portion of the slots, and the rear key at the rear portion of the slots in which it is located. The friction-blocks have their convex surfaces in contact with the innersurface of the cylinder, and there is a space 38 exterior of the frictionwedges within the cylinder.

The modus operandi is as follows: When the coupler and draw-bar are advanced in towing or pulling, motion is imparted to the rear key through the medium of the links, the middle key remaining stationary and holding Simultaneously the spring is compressed and the conical point of the piston moved along the surface 31 of the friction-wedges, which latter are forced apart and travel up the frictional surfaces 26 and wall 20.and move the friction-blocks rearwardly in frictional contact with the inner surface of the cylinder, which movement also causes the cylinder- .headto leave its seat and compress the spring or springs. It is obvious that as the piston advances thirtyfrictional surfaces are brought into engaement and that the movement of sixteen 0 said surfaces over the other sixteen surfaces held in close contact by the sprin s performs a very large amount of Wor and prevents the strains and shocks frombeing transmitted to the draft-timbers and carunderframe. When the front and rear keys reach the ends of the slots in the draft-timbers, all strains and shocks not absorbed by the springs and frictional elements are transmitted to the draft-timbers at a plurality of points in each and not concentrated at one point.

. In b'ufhng,'the action of the spmings and frictional elements is identical wit their action in drawing, .However, the front and middle keys and the cylinder move rearwardly in bufiing, and the head of the 'piston' or follower transmits some strain to the filler- The ke s.

block against which it. bears. when the reach the ends of the slots in t e draft-tim ers distribute the shocks at a plurality of points, as in the act of drawing.

From the foregoing description, taken in connectionwith the drawings, it becomes clear that we have produced a very efficient gear for absorbing the strains and shocks of severe service. V v

In the ractical application of the prin-tiples invo ved many changes and modificatio'ns may be introduced without constituting substantial departures.

Other frictional devices may be substituted for those shown and located between the followers, or combined with a springor springs and perform the functions in Whole or in part of our device, parts be transposed,

and the relative movement of parts altered, and modification, when used 1n connection with the keys, links, and slotted supports illustrated or their equivalents, we intend to embrace within the scope of the claims. Our gear may also be applied to cars having deep metallic ce'nter sills with slots for the keys, and the term slotted supports is intended to include such sills and other arrangements which ermit the same or an analogous mode 0 operation as herein set forth.

What we claim is 1. The combination in a draft and buffing gear, of a coupler and draw-bar; a front follower; a rear follower; a friction device between the followers; links; keys; and slotted supports for the keys, the. key supporting the front follower being movable'within slots of the supports. i

2. The combination in a draft and buffing gear, of a coupler and draw-bar; a front follower; a rear follower; a friction device and spring or springs between the followers; llnks; keys; and slotted supports for the keys,

the key sup orting the front follower being movable in s ots in the supports.

3. The combination in a draft and bufling gear, of a coupler and draw-bar; a front follower; a rear follower; a friction device between the followers; slotted links; keys; and slotted supports for the keys; all of the keys being movable within the slots of the supports, and the friction device supported by the keys.

4. The combination in a draft and buflin ear, of a con ler and draw-bar; a front folower; a rear ollower; a friction device and spring or s rings between the followers; slotted links; eys; and slotted supports; all of the keys being movable within the slots of the supports, and the friction device and spring or springs supported by the keys.

5. The combination in a draft and buffing gear, of a coupler and draw-bar; a front follower; a rear follower; a friction device and spring or sprin s between the followers;

links; keys; and s otted supports for the keys; said frictiond'evice consisting of a cylinder, a piston, a cylinder-head and movable frictionblocks and friction-wedges.

6. A friction device for draft and bufiing gears, embracing a cylinder, a cylinder-head, a piston, a plurality of fIiCtiOIl-bl'OCkS and a pluralit of friction-wedges the cylinder,an aspring or springs the wed es adapted to move radially and the blocks ongitildinally when the piston engages the wedges.

7. A friction'device for draft and buffing gears, embracing a cylinder, a cylinder-head, a piston, a plurality "of friction-blocks arranged to form a cylindrical body with a passage for the piston, a plurality of frictionwedges arranged to form a conical seat for the end of the iston; and a spring.

8. The com ination in a friction device, of

stones a slotted follower carrying a cylinder, a slotted follower carrying a piston, movable frictionblocks within the cylinder, and a spring or springs; said follower being carried by keys located within slotted supports.

9. The combination in a friction device for draft and buflin gear, of a follower with a cylinder at one en a follower with a piston at one end, frictional elements between the piston and cylinder, and a sprin or springs; the said followers bein held in p ace by keys movable within slotted supports of the ear.

10. The combination with a draft and uifing gear, provided with slotted supports and constructed substantially as described, of a front follower with a passage therethrough, a rear follower with a passage, keys within the passages of the followers and slots of the supports, a friction device between the followers; slotted links; and a coupler and drawbar the front follower-block and key which passes through the same being movable.

11. The combination with a draft and buffing gear provided with slotted supports, of a front follower with a passage therethrough, a rear follower with a passage, keys within the passages of the followers and slots of the supports, a friction device, a sprin slotted links, and a coupler and draw-bar t 1e said friction' device and s ring being located in direct line between t e follower-blocks.

12. The combination in a draft and buffing gear, of a coupler-and draw-bar; a front follower; a rear follower; a friction device between the followers; links; slotted supports; and keys passed through the draw-bar, followers, and links and movable within the slotted supports; the arrangement being such thatin' drawing the rear follower and drawbar move forwardly, and in buffing the drawbar and front follower move rearwardly.

13. The combination in a draft and bufiin-g gear, of a coupler and draw-bar; a front follower; a rear follower; a friction device be tween the followers; slotted links; keys; and slotted supports for the keys; all of the keys being movable within the slots of the supports.

14. The combination in a draft and buffing gear, of a coupler and draw-bar; a front follower; a rear follower; a friction device between the followers; slotted links; keys; and slotted supports; the links in drawing being movable relative to or over one of the keys, which key in buffing is movable within'slots of the supports.

15. The combination in a draft and buffing gear, of a con ler and draw-bar; a front follower; arear ollower a friction, device and a spring or s rin s arranged in linewith and between t e followers slotted supports; three keys within the slotted sup orts; and two slotted links located betweent e friction device and the slotted supports and suppported by the keys; the friction element and the spring or springs being brought into action slmultaneously in both buffing and drawing.

16. The combination with a draft and buffing gear provided with slotted supports, and constructed substantially as set forth, of a front follower with a passage therethrough, a rear follower with a passage, slotted links, keys within the passages of the followers and slots of the links and supports, a coupler and draw-bar, and a friction device and spring in connection with the followers; both the front follower-block and the key which passes through the same being movable.

In testimony whereof we affix our signatures 1n presence of two witnesses.

IRA ORVILLE WRIGHT,

Witnesses:

THOS. KELL BRADFORD,

-FRED J. Hess.

JOHN HANCOCK FARLOW. 

